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THE PAGEFIELD TIPPING GEAR,

12th October 1920
Page 60
Page 60, 12th October 1920 — THE PAGEFIELD TIPPING GEAR,
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Which of the following most accurately describes the problem?

A Résumé of Recently Published Patents.

The Pagefield tipping gear is clearly described and illustrated in patent specification No. 150,034, by the inventor, E. R. Walker. It is of the screw and nut type, the screws being telescopic; that is to say, there are two -or more of them, and a pair of screws are disposed -one within the other. The outer one engages with the nut, and the inner one with the interior of the outer screw so

that, as the outer is completely screwed through the nut, the inner one commences to pass out of the outer, tins increasing the obtainable lift for a given length of mechanism. The screws are operated from a cress shaft mounted in bear ings on the top of the frame of the chassis, and are driven by bevel gears. On the cross shaft are mounted two bevel wheels, both of them being in mesh with another on the end of a shaft driven from the gearbox of the chassis. The two bevel wheels on the cross shaft are not actually keyed to the crass shaft, of course, but are free to revolve on it.

Between them is mounted a sliding clutch, which is on splines on the cross shaft, and therefore revolves with it. By putting this clutch into engagement with one or other of the

bevels, the cross shaft, and 'therefore -the screws, is caused to revolve in either one direction or the other, thus lifting or lowering the lorry body. It is, of amuse, extremely important that provision be made to prevent overrunning of the tipping gear whenever it is either lifting or lowering, and it is mainly in regard to this lamellaeism that the patent is interesting.

The cross shaft is screwed for practically the whole of its length, and on it is mounted a net with which a jaw is in

tegral. A spindle disposed parallel to the cross shaft carries the operating fork of the clutch, which is between the two bevel gears, and this spindle is embraced by the fork of the nut on the-cross shaft. The spindle is free to slide longitudinally, and carries two adjustable stops.

As the gear operates, and the cross shaft revolves, the nut, which cannot revolve because of the engagement of its fork with the spindle, traverses the cross s shaft. When the tipping gear has nearly completed the operation of either tipping the wagon body or lowering it, the fork on the nut comes into contact with one of the stops on the spindle and moves it longitudinally. It carries the clutch operating fork with it, and disengages the clutch from the bevel driving gears, thus stopping the movement of the tipping gear. The spindle is provided with a handle at one end so that the clutch may manually be brought into engagement with either of the bevels whenever it is desired to start the tipping gear again. Additionally, other means are provided of starting and stepping the gear as a whole. Incidentally. thi$ gear was shown at the last Road $ and Transport exhibition.

D48

Loading Gear.

H. B. Watson and another describe, in specification' No. 150,029, a form of loading and unloading gear for a motor lorry, consisting mainly of a gantry or series of gantries mounted above the body. The gantries may be single or in duplicate, running longitudinally of the lorry, or, when it may be more coif

veuient to load and unload the lorry-at the eide, there may be several gantries running transversely. The means of lifting or lowering the materials are simply blocks and falls which run along the gantries.

Other Patents of Interest.

No. 150,056, by W. T. Bell and anther, describes a form of brake gear which is fitted to the Robey steam wagon. There is only one shoe to each road wheel. It is fulcramed on a projecting arm depending from the bracket, in which revolves the live axle of the vehicle, and the coupling rod from the actuating gear is attached at a point below the fulcrum of the lever of the brake.

J. and H. McLaren describe, in specs

fication No. 150,104, the means by which the idle engine of their well-known oilengined cable ploughing set, or motor windlass, is started when the plough or other implement has almost reached the opposite end of the field. A small friction wheel is mounted near to the rim of the drum /or the cable, which drum, in the circumstances named, is revolving under the pull of the 'slack cable whicla is being towed by the stall travelling implement. At a

t able moment the driver brings this •friction wheel into contact with the drum, causing it to revolve. It is coupled by chain and clutch to the crankshaft of the engine, which is accordingly revolved and starts up in time to haul the implement on the return ploughing of the field.

The water spraying device which has been patented by the Lacre Motor Car Co., Ltd., has at least the merit of simplicity. It is meant for use in connection with a street watering cart or motor vehicle. The end of the Ypraying pipe is in the form of a chamber with a loose cap. The-cap is drilled from the inside to ELCCOMMOdate a number of ordinary Bray gas burners_ Water is delivered through a sieve to the burners and thence on to the road in a fine spray. '.1.1e specification is No. 150,176.

The construction of piston which is described by F. H. Royce, in specification No 150,198, is particularly applicable to aluminium or aluminium alloy pistons, although it may prove useful in the case of pistons of any metal whatever.

The spring suspension which is described ni specification No. 150,131, by G. Pomace, is a combination of the cantilever and the quarter-elliptic. The former occupies its usual position, being shackled at its front end to the chassis frame, pivoted to the frame, and shackled to the rear axle. The quarter-elliptic is secured at its butt end to the axle and shackled to the frame at its rear end.

No. 150,094, by B. W. Reed and another. describes a special form of rotary engine.

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